CNAF Flashcards
Deviations from CNAF
In the tactical environment, military exigency may require on site deviations from instructions/procedures contained here. The existing risk of deviation must be continually weighed against the benefit of deviating from this manual. Deviation from specified flight and operating instructions is authorized in emergency situations when, in the judgment of the pilot in command, safety justifies such a deviation.
Emergency and Humanitarian Operations
Naval aircraft operations are authorized in emergencies such as forest fires, search, rescue, major calamities, and for humanitarian reasons involving life-threatening circumstances.
Notification of the operation shall be made to CNO, or CMC, as appropriate, and the responsible local commander, but without delaying action when time is an essential factor.
Civilian Law Enforcement Officers (LEO)
Embarkation of civilian LEOs is authorized for helicopters, tilt-rotor, and non-ejection seat aircraft.
Authority to approve flights for LEO personnel and responsibility for establishing operating procedures is delegated to COMNAVAIRLANT (for us) for aircraft under their respective control. Authority to approve flights may be delegated to numbered fleet commanders and type commanders.
Note: LEO personnel authorized in accordance with this paragraph should comply with the aeromedical and survival training requirements set forth in this instruction when time and facilities permit.
Nonessential Flights
The use of aircraft for nonessential flights shall not be authorized. Any flight open to misinterpretation by the public shall be avoided. Examples of flights that are considered nonessential are as follows:
- Flights of a routine business nature for which commercial or other military transportation could be more economically substituted.
- Flights for any officer or group of officers, the sole purpose of which is the convenience and/or prestige of the officers concerned and not the performance of official duties or accomplishment of bona fide training.
- Repeated flights to the hometown area of flight personnel concerned.
- Flights coinciding with major sporting events or civic celebrations.
Orientation Flights
Orientation flights are typically one time events for selected participants in a particular model aircraft.
Orientation flight status shall not be used to circumvent normal training requirements for individuals required to fly multiple flights in naval aircraft.
Orientation flights for midshipmen participating in official training programs are an exception and may involve multiple flights.
Individuals Selected for Orientation Flights
- To familiarize them with an aircraft, it’s operation, capabilities, requirements, concept of employment, or limitations.
- To familiarize them with a base complex from the air for official purposes other than merely sightseeing or goodwill.
- To allow FAA personnel to perform official functions that require their infrequent embarkation on naval aircraft.
- To perform other military duties not assigned to the flight crew.
- To recognize the superior performance of active and reserve personnel when in the best interest of the Navy and/or Marine Corps.
Embarkation of Passengers
No person shall be emplaned as a passenger nor shall any cargo be embarked on a naval aircraft unless authorization has been granted by competent authority in accordance with applicable directives.
Reporting custodians for helicopter units may authorize personnel to be embarked as passengers onboard their aircraft. This authority may be delegated to a designated detachment officer in charge when deployed or embarked.
No person shall be carried in a taxiing aircraft as a passenger unless such person is authorized to fly in it or has been authorized by competent authority to be embarked therein.
Helicopter Passenger Overwater Flights at Night
Helicopter passenger overwater flights at night are authorized subject to the following restrictions:
- Ship launches and recoveries shall be made during daylight hours. This constraint may be waived by the Strike Group Commander, Amphibious Squadron commander, MAGTF, or OTC in cases of operational necessity.
- In cases of TACEVAC, a qualified medical attendant who is current in approved water survival training (non-aircrew underwater emergency egress as a minimum training requirement), and has been properly briefed on emergency egress procedures for that aircraft, may be transferred at night with approval from the ship’s CO.
- This does not preclude troop movement in support of amphibious exercises, visit board search and seizure (VBSS) level III operations, or SPECOPS training and operational missions.
PIC of Naval Aircraft While Absent from Home Unit
The PIC/mission commanders of a naval aircraft (while absent from home unit) may authorize air transportation for personnel and/or equipment not otherwise qualified for Government air transportation (i.e. civilian physicians, paramedic teams, sheriff department personnel, park rangers, search dogs, medical equipment, etc.) when required for the successful prosecution of a search and rescue, TACEVAC, or disaster relief mission.
This authority shall only be exercised when all practicable means of obtaining authorization from competent authority in accordance with applicable directives have proven unsuccessful or unavailable.
Appropriate authority shall be notified of such air transportation as soon as practicable.
Pilot in Command
Pilot in command refers to the pilot of an individual aircraft. The pilot in command is responsible for the safe, orderly conduct of the flight and well-being of the crew. The pilot in command may also be the mission commander or formation leader when so designated.
In the absence of direct orders from higher authority cognizant of the mission, responsibility for starting or continuing a mission with respect to weather or any other condition affecting the safety of the aircraft rests with the pilot in command.
The authority and responsibility of the pilot in command shall not be transferred during flight. It shall not be transferred to another individual except as required by emergency, operational necessity, or as directed by the CO of the unit to which the aircraft is attached.
The authority and responsibility of a pilot in command is independent of rank or seniority in relation to other persons participating in the mission or flight except for the following.
OTC Embarked
Wing, group, or squadron commander, if embarked on a mission involving aircraft of their command, retains full authority and responsibility regarding command, including the mission in which participating.
Flag or General Officer Embarked
The pilot in command of an aircraft with a flag or general officer eligible for command at sea or in the field embarked as a passenger shall be subject to the orders of such flag or general officer in accordance with US Navy regulations.
When such an embarked passenger exercises authority to command the aircraft, that passenger thereby assumes full responsibility for the safe and orderly conduct of the flight.
The embarked passenger shall give due consideration to the judgment of the pilot in command regarding items of flight safety such as hazardous weather and aircraft/crew limitations.
Flying rule violations, accident reports, and any other actions arising out of the flight will be referred to the embarked passenger as the responsible commander of the aircraft.
Note: These provisions shall not be used to circumvent normal NATOPS qualification procedures if the officer desires to physically pilot the aircraft. Flights that require a NATOPS qualified crew shall not be physically piloted by any individual not so qualified; however, the flight may be directed by an officer in tactical command embarked who is not NATOPS qualified.
Skills of CRM
Decision Making
Assertiveness
Mission Analysis
Communication
Leadership
Adaptability/Flexibility
Situational Awareness
ORM Five Step Process
Identify hazards.
Assess hazards.
Make risk decisions.
Implement controls.
Supervise.
Three Levels of ORM Process
Time-critical
Deliberate
In-depth
Four Principles of ORM
Accept risk when benefits outweigh the costs.
Accept no unnecessary risk.
Anticipate and manage risk by planning.
Make risk decisions at the right level.
Intent
Lack of intent does not in itself constitute absence of culpability. One can be so grossly negligent as to equate omission with commission. The question is whether the pilot in command or the formation leader could reasonably have been expected to avoid the violation.
Purpose of Cross-Country Flights
Cross-country flights fill a valid training requirement through development of aircrew skills in mission planning, weather analysis, instrument flight procedures, airways and VFR navigation and knowledge of aircraft servicing and maintenance procedures. Operating conditions encountered during cross-country flights serve to develop experience, judgement, and maturity required of all aircrews.
Flight Schedule (NDCATPEE)
Names and functions of flight personnel.
Designation of PIC, mission commander, and/or formation leader.
Chain of Command for formation flights.
Aircraft Model
TMR Code
Point of departure, destination, and en route stopover points.
Date and estimated time of departure.
Estimated time en route or estimated time of arrival (ETE/ETA)
Missions that Require an Aircraft Commander
Operational/tactical missions
Administrative missions
Training flights, except those that are within the capabilities of pilots of lower classification and which, in the opinion of the CO, are best suited to teach such pilots self-reliance and command responsibility.
Flights in which the transport of passengers is involved.
Minimum Flight Crew with Insufficient NATOPS Guidance
A PIC with a valid instrument rating.
A copilot qualified to perform all the assist functions required for the flight conditions and mission. If passengers are embarked, the copilot shall be qualified in model.
Other flight crew necessary for the safe conduct of the flight.
Rescue Helicopters Operating Over Water
Any naval helicopter that is assigned the primary missions to operate as a rescue vehicle over water shall have as a member of its crew one aircrewman who is completely outfitted for water entry and has completed an approved CNO/CMC rescue swimmer school.
Note: When SAR/plane guard is briefed as a primary mission, or when it becomes the primary mission, the rescue aircrewman shall be prepared for immediate water entry.
Preflight Planning
Delays
Risk assessment
Alternates
Fuel
Terminal Procedures
TFRs
NOTAMS
Weather/forecast
Authorized Airfields for Stop and Go, Refueling, and RON
DOD Airfield Facilities
Naval aircraft are authorized to operate at and land at all US military and joint civil-military airfields.
PICs shall ensure they are aware of and meet airfield operating requirements and, when necessary, have satisfied PPR requirements.
When returning from abroad, PICs shall ensure that they will be able to satisfy US customs.
Authorized Airfields for Stop and Go, Refueling, and RON
Civilian Airfields
Naval aircraft are permitted to operate at civilian airfields listed in the DOD en route supplement or appropriate FAA publication when such missions:
Contribute to mission accomplishment
Add value to training
Are otherwise in the interest of the government and taxpayer
Civilian airfields shall not be used for RON unless required for mission accomplishment. In such cases, approval by the appropriate Wing/Group commander is required. RON is authorized if required for aircraft maintenance or following an emergency divert.
Helicopter Landing at Other than Airfields
Helicopters are authorized to land at other than airfield locations provided:
A military requirement exists for such landing.
Adequate safeguards are taken to permit safe landing and takeoff operations without hazard to people or property.
There are no legal objections to landing at such non airfield sites.
Note: COs are authorized to waive the above when dispatched helicopters are engaged in SAR operations.
Aircraft Operations Outside Published Hours/Closed Control Tower
Naval aircraft are permitted to operate from a closed control tower airfield when both the reporting custodian and CO of airfield have authorized such operations.
Naval aircraft are permitted to operate from a closed tower airfield without the crash crew being present with concurrence of the reporting custodian and the CO of the airfield.
Closed Airfields
All naval aircraft are prohibited from taking off or landing at closed airfields except in the case of emergency.
Flight Plans Submitting
A flight plan appropriate for the intended operation shall be submitted for all flights except:
Flights of operational necessity.
Student training flights under the cognizance of CNATRA.
PIC Submission of Flight Plan
The flight has been properly authorized.
Adequate flight planning data, including NOTAMS, was available for complete and accurate planning.
The flight will be conducted in accordance with governing directives and adherence to fuel and weather minimums.
Each pilot in a formation flight has received the required flight route weather briefing.
The PICs possess a valid instrument rating if any portion of the flight is to be conducted under IMC or in positive control areas.
Passengers have been properly briefed and manifested.
Proper weight and balance forms have been filed.
The PIC acknowledges responsibility for the safe and orderly conduct of the flight.
Validity of DD-175-1 Weather Brief
Valid for 3.0 hours past brief or ETD plus one half hour.
Weather Criteria for Filing
Actual weather at the point of departure at the time of clearance.
The existing and forecast weather for the entire route of flight.
Destination and alternate forecasts for 1 hour before ETA to one hour after ETA.
IFR Filing Criteria
Destination: 0-0 up to but not including published mins
Alternate: 3000-3 or better
Destination: Published mins up to but not including 3000-3
Alternate: Non-precision mins plus 300-1. Precision mins plus 200-1/2
Destination: 3000-3 or better
Alternate: Not required
If an alternate airfield is required, it shall have…
A published approach compatible with installed operable aircraft navigation equipment that can be flown without the use of two way radio communications when:
The destination lacks the above approach.
The forecasted weather at the alternate is below 3000-3 from 1 hour before ETA to 1 hour after.
Pilots shall not file into a WW unless…
- Storm development has not progressed as forecast (Verification by DOD forecaster or FSS).
-VFR filing permitted if existing and forecast weather permits.
-IFR filing permitted if radar installed and operative, permitting detection of storms.
-IFR filing permitted in controlled airspace if VMC can be maintained.
- Performance characteristics of aircraft allow flight above storm.
Fuel Planning
No alternate: Fuel from takeoff to destination, plus 10% of planned fuel.
Alternate required: Fuel from takeoff to approach fix for destination, thence to alternate, plus 10% of planned.
In no case shall planned fuel be less than needed for 20 minutes of flight using fuel burn at planned altitude.
Minimum planned landing fuel per NATOPS is 600lb.
Position Lights
Shall be displayed during the period 30 minutes before sunset until 30 minutes after sunrise or any time visibility is less than 3 statute miles.
Immediately before engine start and anytime engines are running.
When the aircraft is being towed.
When the aircraft is parked and likely to cause hazard.
Anti-Collision Lights
Shall be used immediately before engine start and at all times when aircraft engines are operating, except when the use adversely affects ground ops.
They may be turned off during flight through clouds when the light reflects into the cockpit.
Landing/Taxi Lights
Should be utilized for all taxi movements ashore during the hours of darkness unless a taxi signalman is directing the aircraft.
Instrument Takeoff Minimums
Standard Instrument Rating - Published minimums for non-precision but not less than 300-1.
Published minimums for precision approach but not less than 200-1/2 or 2400 RVR.
Special - no takeoff ceiling or visibility minimums.
Helicopter Visibility Minimum Reduction
Helicopters required visibility minimum May be reduced to one-half the published visibility minimum for Category A aircraft, but in no case may it be reduced to less than 1/4 mile or 1200 feet RVR. COPTER approaches ceiling and visibility minima shall not be reduced.
